Combined intake and exhaust manifold



July 31, 1934. A. F. MILBRATH COMBINED INTAKE AND EXHAUST MANIFOLDOriginal Filed May 12. 1930 3nventor attorneys Patented July 31, 1934COMBINED INTAKE AND EXHAUST MANIFOLD V Arthur F. Milbrath, Milwaukee,Wis.

Original application May 12, 1930, Serial No. 451,540, now Patent No.1,910,558, dated May 23, 1933. Divided and this'application December 17,1931, Serial No. 581,589

2 Claims. (01. 125 -122 This application is a division of my formerapplication, Serial No. 451,540, filed May 12, 1930, for Internalcombustion engine, now Patent No. 1,910,558. 1

My invention relatesto improvements in combined intake and exhaustmanifold assemblies,'

the object of which is to provide increased ethciency by an improvedarrangement, whereby the heat of exhaust gases may be transferred to thecombustible mixture in the intake manifold" risers, and whereby thenumber of heat units so transferred may be automatically controlled ininverse proportion to the load and the quantity of fuel used.

Another object of my invention is to provide a series of curves in theheated risers and intake manifold of an internal combustion engine,whereby heavy particles of fuel may be caused to impinge upon heatedsurfaces and more thoroughly vaporized or broken up.

My improved manifold also is so designed as to pass exhaust gasescompletely around the intake manifold and so designed as to avoid deadspots inimical to complete and positive circulation and heat transfer tothe fuel gases.

In the drawing:

Figure 1 is a plan view of a six cylinder engine embodying my invention,with cylinders cast in pairs, one pair being shown in horizontal sectionon line 1-1 of Figure 2.

Figure 2 is a vertical section on line 22 of Figure 1.

Figure 3 is a section on line 3-3 of Figure 1.

Figure 4 is a section on line 4-4 of Figure 3.

Like parts are identified by the same reference characters throughoutthe several'views.

My improved exhaust and intake manifold assembly is shown in the drawingincorporated in a multiple cylinder engine, in which cylinders 10 arecast in pairs, although it will be obvious from the descriptionhereinafter set forth that a similar construction carrying out thepurposes and essence of my invention may be incorporated in any internalcombustion engine whether the cylinders are cast in pairs or not.

, same face 11 of the cylinder block. Preferably 'the intake port 15opens into the cylinder block upon a different level than the exhaustport 11,

Between the port 15 and the carburetor, not. shown,the usual, riser 16and intake manifold 17 complete the conduit through which fuel gases arepassed to the cylinder 10, and it is during this passage that theheating and breaking up of heavy particles of fuel gases accomplished bymeans of my improved manifold construction is carried out. In the sixcylinder engine shown in the drawing, the intake manifold 17 com prisesa conduit extending along the side of the engine and provided with"branches or curved, portions flanged for attachment to the cylinderblock 12 in the manner conventional in internal combustion engineconstruction.

But I have provided at 18 a junction box construction which includes init, as shown most clearly in Figures 3 and 4, a curved conduit 19connecting the riser 16 with the intake manifold 1'7, and incorporatingwith such conduit a jacketed structure for carrying exhaust gases aroundthe conduit 19 and the intake manifold 17, as will be hereinafterdescribed.

Each of the junction boxes 18 likewise comprises in a jacket portion 20a continuation or connecting element between conduits forming an exhaustpipe 21 which interconnect various ports 11 of the cylinders in mymultiple cylinder engine. Extending out of the jacket portion 20 of eachof the junction boxes is an exhaust pipe 22 which receives and deliversto any conventional type of muffler the exhaust gases coming from thecylinders 10.

It will be noted in Figures 3 and 4 that the junction boxes 18 areprovided with a separable cap portion 23 joined to the junction box 18by means of cap screws 24, and apertures 25 between the junction box 18and its cap 23 provide passages for exhaust gases to pass into jacketportion 26 in the cap 23, thus establishing clearly a heated zone forconduit 19 and the T-shaped junction of conduit 19 with intake manifold17.

Attention is called to the fact that as shown clearly by Figure 3 thatthe direct path of exhaust gases in exhaust manifold 21 is partially 1interrupted by the curved portion of conduit 19 so that there is aninterruption in the flow of gases from the exhaust manifold 21 to theexhaust pipe 22 through the junction box 18. Eddy currents thus set upare forced through the apertures 25 into the cap portion 23 so as toensure complete heating of the intake manifold 17.

The curves of conduit 19 in addition to their performance of thefunction described in the foregoing paragraph also assist in carryingout 1 one ofthe principal objects of my invention,- namely, to cause amore complete vaporization of fuel particles. The passage of fuelmixture through the riser 16 and the conduit 19 is rapid entry of fuelat lower temperatures as is required in the use of heavy fuel.

I attribute the success of my invention in part at least to thecombination of curved conduits 5 and the heavy particles of unvaporizedfuel by and manifold junctions with provision for heat- 80 theirvelocity and momentum are caused to iming said curves so that longstretches of conduit pinge on the heated interior surfaces of the S neednot be jacketed, although I do not wish to curves of the conduit. Theresultant friction limit myself to this one theory with respect to itsand the heating of these particles is effective to operation.

carry out the vaporization desired, especially Ifjclaim: 85 when theprocess is completed through the 1. Ajunctionbox for an intake and anexhaust T-joint at the junction of the conduit 19 and the pipe ofan'internal' combustion engine, whereby manifold 17, which is likewiseheated by' the the'intake pipe passes through the exhaust pipe jacketedcap 23. and is "jacketed" thereby, and the intake pipe is En n which Ihave f und my inv nti n formed in a "i -joint adjacent its junction withthe 90 best adapted are of the type using heavy fuels exhaust pipe,"saidT -"joint being provided with a Which require more heat transferirithe fintalgq jacketed cap provided with apertures intercommanifold atslow speeds than"at"high'speejds, arid u icgt r with the exhaust pipe,the intake I have found that structure such as that shown pipebeingdisposed to impede passage of exhaust 20 and described hereinaccomplishes t des gases toproduce eddy currents directed through resultp y y reason of the h p d e a-r said apertures, whereby to heat theintake pipe tion of the parts and "partly by reason of the dis-' fi' gT.;j int t r o ppsiti nbf my junction box adjacent the "2. Thecombinationwith a multiple cylinder 'F-J'Oin't of the riser 16' withtheh r z n l a i internal com bu'sti'on engine, or an exhaust pipe f5since I ve fol'md h ja n g f n extending from one cylinderto another andpro- 190 au p p 'e d and along the' horizontal vided with anenlarged'junctionbox cavitytheremanifold results in too great heattransfer. b tween, an "intake pipe passing through the 'I' have felind tet n h Ordinary p ati junction box cavity and formed in a T-joirit ad- Oa engine q pp W h D V d eV jacent"thereto',"and a cap fitting comprisinga so the id i g e d o'f p ra t e se n t rm jacket housing forthe'T-jdint with ducts inter 3175 p atu ft u entering e y nd r, s'rcommunicating with the junction box cavity, the m fefsuch' speeds nd en ne, is intake pipe being positioned in the junction box sp eded upth rp d pass f u th u j e, cavity in a position to cause eddy currents or jil efi rb x du s t pe d f xp u exhaust gases directed into said ducts.

g5 hot 'surfaoesin"th efjunction box and permits ARTHUR F. MILBRATH. ll)

